High-pressure emergency-brake.



W. v. TURNER.

HIGH PRESSURE EMERGENCY BRAKE.

APILIOATION FILED JUNE 2, 1910.

Patented Dec. 26, 1911.

WITNESSES Ati'y. I

COLUMBIA i LANoGRAPu co., WASHINGTON, n. c.

srn'rns ATENT orron.

WALTER V. TURNER, OF EDGEWOOD, PENNSYLVANIA, ASSIGNOR TO THE WESTING-HOUSE AIR BRAKE COMPANY, OF PITTSBURGH, PENNSYLVANIA, A CORPORATION OFPENNSYLVANIA.

HIGH-PRESSURE EMERGENCY-BRAKE.

Specification of Letters Patent.

Patented Dec. 26, 1911.

Application filed June 2, 1910. Serial No. 564,578.

To all whom it may concern:

Be it known that I, WALTER V. TURNER, a citizen of the United States,residing at Edge'wood, in the county of Allegheny and State ofPennsylvania, have invented new and useful Improvements in High-PressureEmergency-Brakes, of which the following is a specification.

This invention relates to fluid pressure brakes, and more particularlyto a brake apparatus adapted to obtain a high degree of pressure in thebrake cylinder in an emergency application of the brakes.

It has heretofore been proposed to employ a supplemental reservoir oneach'car, a con trol pipe line or other receptacle which is adapted tobe normally kept charged at the pressure carried in the system, and fromwhich upon an emergency application fluid is admitted to the brakecylinder to obtain the desired high degree of pressure.

The main reservoir or source of pressure from which air is supplied tothe train pipe is ordinarily maintained at a higher degree of pressurethan that carried in the system, a feed valve device being provided soas to limit the maximum degree of pressure in the brake system to-apredetermined amount.

According to the principal object of my invention I propose to providemeans for supplying fluid under pressure from the main reservoir orother source of pressure, higher than the pressure of the system, to thebrake cylinder in an emergency application of the brakes, thus doingaway with a suplemental reservoir, control pipe line, or otheradditional source of pressure. Furthermore, by employing a source ofhigh pressure, the brake cylinder is more quickly charged to the fullpressure of the system and this is highly desirable, as the timerequired to fully apply the brakes is an important factor in case of anemergency.

In the accompanying drawing, Figure 1 is a diagrammatic view of a motorcar equipment with my improvement applied thereto; and Fig. 2 a centralsectional view of a quick action triple valve device embodying myinvention.

The equipment on the car, as illustrated in Fig. 1, may comprise. a mainreservoir 1, compressor 2, a brake valve 3 on each end of the carconnected to train pipe 4 and pipe 5 leading to the main reservoir andcontaining a feed valve device 6, the equi ment also comprising a brakecylinder triple valve device 8, and auxiliary reservoir 9.

As shown in Fig. 2, the triple valve device may be of the ordinarystandard quick action type having the usual piston 10, main andgraduating valves 11 and 12 respectively, and an emergency piston 13 foroperating the emergency valve 14. According to my invention, instead ofthe usual lower drain cup section of the triple valve body, oneisprovided in which the train pipe passage 15 is only open to the maintriple piston chamber 16, a wall 17 preferably cutting ofl communicationfrom the train pipe to chamber 18 below the emergency check valve 19. Apipe 20 leading from the main reservoir 1 opens into the chamber 18, sothat said chamber and the chamber between the valve 14 and the emergencycheck valve 19 is normally at main reservoir pressure. It will now beevident that upon a sudden reduction in train pipe pressure when thetriple valve piston 10 moves out to emergency position, and fluid fromthe auxiliary'reservoir is admitted to the emergency piston through port21 in the usual manner, said abutment will be operated to open valve 14and permit the flow of air from the main reservoir to the brakecylinder. As the main reservoir pressure is in excess of the normalpressure carried in the system, a prompt charging of the brake cylinderis effected through the large opening made by the movement of emergencyvalve 14, .up to the equalized pressure of the auxiliary reservoir, theemergency piston 13 being shifted to normal position closing theemergencyvalve 14 when the pressures on opposite sides of the pistonbecome equalized.

By the present construction, supplemental reservoirs, control pipelines, or other additional sources of fluid pressure are dispensed with,while retaining all the advantages thereof and in addition, the morerapid charging of the brake cylinder up to the full equalized pressureis secured owing to the high pressure of the source of supply.

If it is desired to provide for quick action in emergency applications,a vent valve device may be provided which is adapted to be operated upona sudden reduction in train pipe pressure to locally vent air from thetrain pipe, such as the vent valve shown in my pending applicationSerial No. 560,235, filed May 9, 1910.

While the usual quick action parts of the triple valve device arepreferably employed for controlling the supply of fluid from the mainreservoir to the brake cylinder, as a matter of utility and economy, itwill be evident that a separate valve mechanism operating in a similarmanner upon a sudden reduction in train pipe pressure may be employed,if desired.

Having now described my invention, what I claim as new and desire tosecure by Letters Patent, is z- 1. In a fluid pressure brake, thecombination with a main reservoir, triple valve, brake cylinder, andtrain pipe, of an emergency valve mechanism operating upon a suddenreduction in train pipe pressure for supplying air from the mainreservoir to the brake cylinder.

2. In a fluid pressure brake, the combination with a train pip'e,triplevalve, and brake cylinder, of a source of pressure, the pressure ofwhich is in excess of the normal pressure carried in the brake systemand an emergency valve mechanism operating upon a sudden reduction intrain pipe pressure for supplying air from said source of pressure tothe brake cylinder.

3. In a fluid pressure brake, the combination with a train pipe, triplevalve, and brake cylinder, of a source of fluid under pressure adaptedto carry a pressure in excess of the normal pressure of the brake systemand an emergency valve mechanism operated by said triple valve deviceupon a sudden reduction in train pipe pressure for supplying air fromsaid source to the brake cylinder.

4. In a fluid pressure brake, the combination with a train pipe, brakecylinder,

and a source of pressure for the brake system, of a triple valve deviceand an emergency valve mechanism adaptedto be operated upon a suddenreduction in train pipe pressure for supplying air from said source tothe brake cylinder.

5. In a fluid pressure brake, the combination with a train pipe, brakecylinder, triple valve device, and a main reservoir, of a feed valvedevice for limiting the maximum degree of pressure supplied to the trainpipe, and an emergency valve mechanism operating upon a sudden reductionin train pipe pressure for supplying fluid from the main reservoir tothe brake cylinder.

6. In a fluid pressure brake, the combination with a train pipe, brakecylinder, triple valve device, and a main reservoir, of a feed valvedevice for limiting the maximum degree of pressure supplied to the trainpipe, a valve for controlling communication from the main reservoir tothe brake cylinder, and a-piston operated by auxiliary reservoirpressure upon a sudden reduction in train pipe pressure for actuatingsaid valve to supply fluid from the main reservoir to the brakecylinder.

7. In a fluid pressure brake, the combination with a train pipe, brakecylinder, and a source of fluid under pressure adapted to normally'carrya pressure higher than the pressure of the brake system, of an automaticvalve device operating upon a sudden reduction in train pipe pressurefor efl'ecting an emergency application of the brakes and for supplyingfluid from said source to the brake cylinder.

In testimony whereof I have hereunto set my hand.

WALTER v. TURNER.

Witnesses:

CHAS. A. ROWAN, A. M. CLEMEN'rs.

Copies of this patent may be obtained for five cents each, by addressingthe f Commissioner of Patents, Washington, I). G.

